Kawasaki Z1000 SX – road test 2014

Kawasaki Z1000 SX: Sports motorbike or comfortable motorbike, to be ridden alone or in two, for a "geek" ride on Sundays or suitable for a holiday with luggage. These are just some of the choices that must be answered in order to identify "the right one". Obviously, your habits, tastes, driving style and much more have an impact on this. In recent years we have witnessed the extinction or near extinction of sports cars, first the "dressed" ones, then also the naked ones, in favor of the maxi enduros. However, many continue to wondering why people buy off-road motorcycles, to only use them on asphalt. The question is legitimate and, driving an excellent sports tourer, a category relegated to a small market niche according to the numbers, It's inevitable that we should think about it a bit. Beyond fashions, the only big advantage of a maxi enduro, given that off road is really of interest to very few owners, can be identified in the appearance, which subjectively may appeal more. Going into more detail, the greater turning radius and off-road suspension can represent another small advantage in city driving. On the other hand, even with all the development they have benefited from, both for the chassis and the engines, with some examples of "endurone" in the 150 HP area, stability and handling on fast speeds still remain limited. So if the motorbike must be a companion in everyday life to go to work, at the weekend for a stroll in search of the best curves, and on holidays for long trips for two with luggage, perhaps the best solution is a bike like the Z1000 SX. We drove it for over 1.100 km, obtaining many confirmations of this hypothesis.

Aesthetics and finishes:

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Look confirmed, with the novelty of a perfectly integrated bag system

Presented in 2010, with MY 2014 it has been updated, but not radically changed. The main innovations are in fact under the skin, because aesthetically it has only been the subject of a small restyling. The improvements mainly concern the rear-view mirrors, more modern and sporty, as well as increased dimensions, and i new side cases (optional from around 700 euros, with blocks that use the motorbike key itself), which are from the Italian Givi, but which are also perfectly integrated into the design of the motorbike. To create an attachment system integrated into the passenger handles, which becomes substantially invisible when the bags are not mounted on the motorbike, the rear subframe has been redesigned and the two saddles have been updated. On this occasion the padding and shape were studied to increase convenience. The two suitcases, with a matching portion, are perfectly adherent to the tail of the motorbike, managing to offer a good load capacity (28 liters each, enough to accommodate a full-face helmet), while not increasing the overall dimensions too much. They are guaranteed up to code speed, but we stressed them properly, at German autobahn speeds, without any problems. The windshield fairing is adjustable, with the bike stopped using a release button and moving the plexi with the other hand. Too bad that, as we will discover while driving it, even in the highest position the aerodynamic protection for the head is rather limited. The loads, with two split elements on each side of the bike, clearly recall the look of the Z1000 "family" and have been a trademark for over 10 years. Overall the lines are balanced and sober, with some details that you may not like, such as the front indicators, integrated into the fairing, but well protruding. Not bad, with a few after market tweaks you can give the SX a more aggressive look, for those who want. The instrument panel is complete and easy to read, lacking only the indication of the gear engaged and the possibility of navigating between functions with a button on the handlebar. From the left semi-handlebar it is possible to control traction and engine power. The saddle release lock, positioned under the tail, becomes particularly difficult to access mounted cases, even if under the saddle you can only store the motorcycle documents and little more.

Engine and performance:

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Lots of power and lots of electronics to tame it

The engine, for those who think otherwise, is not the new unit of the "undressed" Z1000, but the latest in a series of updates through which it has gone through a decade while always remaining modern and efficient. Self the displacement and dimensions of the twin-cam in-line 4 have not changed, with the same 1.043 cc as the previous version, the engine has been the subject of profound changes and updates. New intake camshaft, with consequent impact on valve timing and lift, new intake ducts, new shape for the airbox. All this, together with updates to the control unit and the changes to which it has been subject also the exhaust, lead to a power increase of 4 HP, but above all to one better delivery, especially at the top. The maximum torque of 111 Nm, in addition to being slightly increased, comes now delivered 500 rpm lower, at 7.300. To accommodate the engine it was also shortened the sixth. An acceptable choice when you are looking for absolute performance, but you pay for it with a higher rpm at motorway speed, where instead a sixth of rest would be appreciated more. The engine thrust is progressive, there is no speed at which you feel it coming into torque with a change in character. So do the many 142 horsepower, delivered at 10.000 rpm, they appear tame, not at all challenging to manage, KTRC aside, which is especially useful when driving on the road, where an unexpected event can always put the grip of the rear wheel into difficulty. The changes to the engine have made delivery more linear, all that remains are the jerks of an on-off that can only be felt if the gas is quickly reopened, which must instead be used more delicately. Short sixth aside the gearbox is excellent, with a good ratio of the other gears and is combined with a fluid and soft clutch, of the classic, flush type. However, the changes are felt (although it would be necessary to understand whether this is a characteristic of the test specimen, which had over 8.000 km of severe use behind it), with the clutches allowing the foot to perceive the moment in which the gears come together . Strangely, if you shift without the clutch, the gears enter perfectly and much more smoothly. The electronic management of the engine allows you to choose between two maps, one full power, the other which cuts approximately 25% of the maximum power. Excellent 4-level KTRC (Kawasaki TRaction Control) traction control. In addition to its complete exclusion, you can choose 3 modes, from the most invasive 3 upwards. 1 and 2 are in fact more devoted to obtaining performance, rather than prudential management of the exuberance of the engine. I am therefore power surges allowed, as long as they do not reduce the effectiveness of the acceleration. The intervention is always precise and never invasive, you only notice that it comes into play if you look at the warning light on the dashboard.

Ride and handling:

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It adapts well to all contexts: from the city to the motorway, without disdaining curves at all

The appearance, with the bags mounted, would not make you think of a very easy-to-handle motorbike, but while riding it we discovered that in reality it manages to be so. In fact, once we got into the saddle, we discovered that it was much smaller than it had previously seemed, while the position is particularly high for a road one. This, together with the wide and raised half dumbbells, gives the Z1000 SX a perhaps more setting similar to that of a maxi enduro. However, the feet remain at a much more reasonable distance from the ground, and when stationary its 231 kg can be controlled much more easily. Thanks to the natural position, with the ideal heights and spaces to sit comfortably, whatever your height (remaining within the "normal" range), you immediately feel at ease. The center of gravity is rather low, and the centrality of the masses is an objective achieved, given the ease with which it can be managed when you start to force the pace to change direction. In these situations, the improvements to the braking system. The MY 20014 is in fact equipped with new Tokico calipers, monobloc radials and equipped with four pistons, combined with daisy discs and one Nissin radial pump. ABS, like traction control, has a non-invasive intervention, driven towards sportsmanship and the containment of stopping spaces. We anticipated it, we covered 1.100 km in just a few days, trying to understand if he is really that comfortable in all contexts. The responses came and they were always positive. In the city, preferably with the cases removed, it competes with a scooter for its agility and driveability. Also good protection from water when it rains. There soft clutch and advanced electronics, greatly facilitate the task of managing the continuous restarts. On the highway the only thing missing is cruise control and better protection from the adjustable windshield. For the rest you travel without vibrations, having a position that does not tire not even after several kilometers. It's surprising when the speeds increase, because we have rarely had the opportunity to ride such stable bikes on fast speeds. On German motorways it is able to exceed the indicated 260 km/h in an instant without having the slightest hesitation. The front always remains on one track, without becoming lighter even at maximum speed. It conveys a feeling of great safety, even on challenging bends. We also tried to do a bit of "Sunday motorbike touring" (in our case Saturday) by riding 500 km having fun among the Alpine passes (we counted 4), staying once again surprised by how fast and easy to handle it can become through tight bends and hairpin bends. Only when you start to force the pace do you feel the significant mass of the bike. At the beginning we happened to find ourselves on a slightly more external line than desired, as if the bike was slipping on the two wheels under the pressure of the weight, in reality there were no real losses of grip, and it was only a It's a question of adapting your driving style. The chassis is excellent and well balanced, an excellent compromise in the calibration between the ability to absorb irregularities in the road surface and precision in sports driving. In the end, the Z1000 SX confirmed itself as an excellent motorbike, capable of satisfying any need and riding style, including a trip for two with luggage, or the home-office route with helmets, rain gear and other things conveniently stowed in the side bags . What's the point of a maxi enduro when you have a bike like this? We can't give you an answer

Price and consumption:

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The 4-cylinder is surprisingly fuel efficient

The price list of the Z1000 SX is 12.890 euros, to which approximately 700 euros must be added for the suitcase kit side rigids with a total capacity of 56 litres, combined with locks which allow you to manage everything with the motorbike key itself, including opening and detaching and reattaching the bags. A price justified by a motorbike really complete and well finished, with sports power and chassis, but ideal for long-range touring or city use during the working week. Consumption is excellent, we found values always in the range 16-20 km/l , even when you pushed the engine's neck, with a value of 5,3 liters per 100 km at highway speeds (the 130 from limit).

PROS AND CONS
We like it:
Comfortable, brilliant performance, versatile and suitable for any context

We do not like it:
Short sixth, improved aerodynamic protection

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Test clothing:
Jacket: Spidi Street Tex jacket
Trousers: Furious Tex JEANS
Gloves: Spidi Jab RR
Boot: Dainese TR-COURSE OUT AIR
Helmet: Airoh Phantom